daniels



J. J. DANIELS. AUTOMATIC SAFETY TRAIN CONTROL APPARATUS- APPLICATION FILED JUNE 24,1918. 1,323,161 Patented Nov. 25, 1919. 5 sug rs-snzzr 1.

J. J. DANIELS.

AUTOMATIC SAFETY TRAIN CONTROL APPARATUS.

APPLICATION FILED JUNE 24,1918- Patented Nov. 25, 1919.

5 SHEETQ-SHEET 2- .25: uezadv" L75Ise z97a JZazz LELZQ L1. DANIELS.

AUTOMATIC SAFETY TRAIN CONTROL APPARATUS.

APPLICATION FILED JUNE 24. ms.

1 ,323 1 61 Patented Nov. 25, 1919.

'5 SHEETS-SHEET 3- J. J. DANIELS.

AUTOMATIC SAFETY TRAIN CONTROL APPARATUS.

APPLICATION FILED .ITJNE 24,1918.

1 ,323, 1 6 1 Patented Nov. 25, 1919.

5 SHEETS-SHEET 4- v \\\\\\\\\\\\\E A 8 E zzi ee e s ,fizvezzi' rr 036 02 aflfiazya'aza 4 J. J. DANIELS.

AUTOMATIC SAFETY TRAIN CONTROL APPARATUS.

APPLICATION FILED JUNE 24,1918.

1,323,161 Patented Nov. 25,1919.

5 SHEETS-SHEET 5.

JOSEPH JOE-IN DANIELS,

or snner'ron, ENGLAIKTD.I

AUTOMATIC 'sarnrv Team-contract nrrnnarusi Application filed June 24, 1918. Serial No. 241,553.

To all whom it may concern:

Be it known that I, Josnrri JOHN DAN- irns, engineer, a subject of the King of Great Britain, residing at Chediston House, Cranes Park, Surbiton, Surrey, England.

have invented certain new and useful 1m provcments in Automatic Safety Train- Control Apparatus, of which the following is a specification.

This invention relates to control apparatus for trains and the like.

Considerable progress has been made during-the past few years in devising schemes to eliminate the human element in controlling trains through the medium of the usual running signals and many locking devices, both electrical and mechanical, have been proposed.

In spite of the expenditure to perfect the system of signaling large sums of money are expended annually in providing some duplicating form of signaling during foggy weather and here again we are faced in most cases with the human element.

The objects of this invention are to provioe an automatic safety train control device which is simple and inexpensive and which dispenses with iogmen and fog detonators.

To this end, the invention provides im proved means whereby, when a signal is at danger and an engine or train should pass that signal, a warning will be given automatically to the driver in his cabin and the engine brought to a standstill, for example by cutting off the power and applying the brakes.

In an automatic satety control apparatus for trains and the like constructed in accordance with this invention, the wheels of the engine or other vehicle depress a roclc ing bar or the like which, when the signal is at danger, by means of clutch mechanism actuates an intercepter on or near the track which at once rises and operates apparatus affixed to the engine or other vehicle to give a warnin to the driver in his cabin and Specification of Letters Patent.

automatic safety Patented Nov. 2a, 1919.

' rotary motion is given to the clutch to raise the intercepter.

The said clutch 1S 1n engagement at all times while. the signal is in the on or danger position.

In order that the invention may be fully understood. it will now be described with reference to the accompanylng drawings in which Figures 1,2 and 3 show 1n plan,end elevation and slde elevation respectively one form t clutch mechanism made in acgordance with this invention, Figs. 4, 5 and 6 show in plan, side elevation and sectional,

elevation respectively one of the intercepters, Figs. 7 and 8 show in plan and end elevation respectively another interceptor, and Figs. 9, 10 and 11 show in end and side elevation the apparatus fitted under and in the engine cabin. Fig. 10 being an elevation taken on the line 10-l0 of Fig. 9 and looking in the direction of the arrow, and Fig. 1.1 being an elevation taken on the line l1ll. of Fig. 9 and looking in the direction of the arrow.

The clutch which is preferably fixed in juxtaposition to each signal post consists of two engaging membersC and E work-- ing on axles l) andD respectively sup ported by suitable brackets 1, 2 bolted to the base plate 3. The member C of clutch slides on a squared'axle l) and has a groove in which the forked lever B engages. A

cross piece 42 supports and is bolted to the brackets 1, 2 to which the forked lever B is pivoted...

From the signal connection at the foot of signal post 5, the wire A engages lever B the upper part of which actuates the clutch member C by means of the fork working in the groove.

The member C is held in engagement with the member E by the coil spring F.

The clutch is disengaged simultaneously wlth the lowering of the'slgnals by the wire A. from the fork attachment to the signal connection at foot of post 5.

The depression bar G attached to the rail is connected by means of the lever H and rod X to lever I which actuates the clutch member E; when bar G is depressed by the flange wheel of a vehicle passing over, it the clutch member E is given a rotary movement.

lVhen the clutch member'C is in engagetil ment with member this rotary movement is conveyed to the latter which in turn actuates lever J and rod Y actuating bell crank K and rod Z connected to lever L attached to the intercepter M.

The intercepter M is constructed of an oblong metal box or sheath S with a hinged concave metal slope or cover P." 'On' the underside of the cover P the cam or eccentric ll works on an axle Pt bolted through the sides of sheath and the cover P and cam N are held in engagement by an eccentric strap 0.

The interceptor M is preferably placed between the rails in the tour foot way although a matter of fact it maybe placed outside the rails. The motion of the cam N is actuated by lever L bolted to axle It and through the medium of rods Y and Z, this motion lii ts slope P the prescribed height to engage the lifting treadles fitted. to the engine or other vehicle.

lhe slope P may be quite plain or it may be fitted in duplicate one above the other with spiralsprings Q, or laminated springs, to absorb shock and further shock absorption is provided against by spiral springs 6, 6, suitably mounted in guides 7, 7, below and above axle R of cam N.

' In Figs 7 and 8 the intercepters are shown duplicated but both are actuated in similar manner by the one cam axle Referring now to Figs. 9, l0 and 11 the fitting on the engine consists of three pairs of suspension brackets 12, 12, fixed under the foot plate 13, although they may be placed in any other suitable position. The said brackets act guides and supports to the contact wheels 14, or the like; permitting a pendulum balanced movement actuating in either direction of the vehicle, the lower rods 15 holding the contact wheels or the like on axles 16 at the end of the brackets. A short fork ended connecting rod 17 is attached to upper end of rod 15 and thence to the balanced rocking bars 18, which in turn give the upward movement to the rod 19 and crank 20 to the striker 21 and to the rod 22 crank 23 and trigger gear 24 all in the cab of vehicle.

lVithin the cab the striker 21 is operated by the two outer contact wheels 14, and the middle wheel and its connection actuate the trigger gear 24 actuating the power brake and engine regulator, either or both.

The trigger 24, consists of a rod having a; slot formed therein and through which extends the slotted end 27 of the crank 23, the latter being retained in the slot by pin 26. The forward end of the rod is formed with an extension 28 fitted with runners or rollers 29.

"The lever 30 for turning on or cutting oil" the power is connected by rod 31 to hell crank which is connected by link 33 to red 34. A stop 46 is fixed to red 34. A spring pressed plunger is arranged around said rod 34 and is adapted to co-act with the stop 46.

The brake lever 36 is also connected to the plunger 34 through slotted link 3?, bell crank 38, rod 39, bell crank 40, red 41, bell crank 42, link 43 and rod 44 passing through a guide. Crank 42 is fitted with an additional hand lever 45 for the purpose here after described.

In the normal position the plunger is raised and held away from the stop 46 by means of the trigger extension 28 extending underneath so that the levers 30 and 36 can be operated independently.

When the trigger 24 is withdrawn by the movement of the middle contact Wheel 14, the plunger 35 is forced down on to the stop 46 and forces automatically the stop down as well, at the same time operating the levers 30 and 36 through the various connections.

lhe engine is thus brought to a standstill and the levers 30 and 36 become locked. In order to reset the trigger the hand lever 45 is moved in the direction of the arrow to raise. up the plunger 35 for'the trigger to slide underneath.

As the hand lever 45 is moved the indicator 51 i's-operated to record such movement.

The weight of the balanced rocking bar 18 tends always to urge the trigger 24 in its to ward or shot position.

In order to aid the plunger in its downward movement steam or vacuum may be employed, for example, a slotted link may be connected thereto and adapted to operate the cock 4? and allow steam or vacuum to force down the piston rod 43 which is cor; nected to the rod 34 through rocking lever 49.

In the preferred form the duplicated slopes P, P, are fitted at the distance signal and actuate the warning lever, while at the stop signal one slope is fitted to actuate the power cut off and brake levers.

In operation suppose for example that an engine driver passes the distant si nal at danger the intercepter fitted near that post beingoi course raised, the outside treadles 14, on the engine will contact with the said intercepter and the levers connected thereto will be operated to strike the bell in the cabin and give warning to the driver. Now if byany chance the driver does not hear the bell and passes the stop signal while at danger, the middle treadle will contact with the intercepter and the rod and lever 23 will be operated and the train brought to rest.

Should a distant and stop signal be on the same signal post the automatic indication will be separately given for each signal similarly to when'installed on separate signal posts.

here splitting signals are installed, this device will still give an indication for each signal. 7

Should single line Working be put into force on a double track fitted with this invention, the freeing or" the gear for wrong line workingis providedior by locking the lever B with set screw or the like.

The invention will give reliable protection in the case of bay road sidings converging on to running lines.

In the case of broken wires the apparatus remains engaged as though the signals were in the on or danger position, and this applies equally in the case of signals that may defectively hang oil or signals that have not come oil to the predetermined angle.

The pull on the signal levers is infinitesmal as the Signalman is merely called upon to insert or withdraw a simple clutch contrivance.

Engine vibration or oscillation has no effeet on the eiiiciency and reliability of the apparatus, the clutch and intercepters being closed in so that ice, snow and the like leaves the working of the device unimpaired.

Instead of the lever operating the striker of the warning, the striker may be mounted on a toothed wheel which is caused to rotate by a rack released by the said lever. With this arrangement a prolonged sound will be given instead of a single sound. The rack may be connected to the lever so that when the power is turned on it is raised to its operative position. A spring or weight may be attached to the rack to causeit to fall or move.

Apparatus made in accordance with this invention is particularly adaptable to busy electrified suburban lines where a regular and trequent'service of trains is required'to be maintained under adverse conditions such as fog or falling snow, smoking tunnels and cuttings. The engine driver is given a clear indication at each distant signal by means of a bell or whistle when such signal is in the on position and at all stop signals in the on position, an application of the brakes and the power cut oil will be automatically efiected to stop the train itthe signal is passed.

Apparatus as described may be used in mines, quarries and the like where trolleys are used.

It is not desired to limit the invention by providing intercepters to give both a warning, and to stop the train. Either may be employed.

What I claim is 1. An automatic safety control apparatus for railway vehicles and the like comprising,

has been operated by said clutch mechanism.

2. automatic safety control apparatus for ra1lway vehicles and the like comprising,

in combination, a signal wire, clutch mechanism connected with said signal wire and ac tuated by the vehicle, a controlling device operated by said clutch mechanism and apparatus on the vehicle adapted to cooperate with and be controlled by said controlling device when the latter has been operated by said clutch mechanism.

1 3. An automatic safety controlapparatus for rallway vehlcles and the nke comprismg, in combinatlon, a clutch, signal controlled means for controlling the engagement of said clutch, a member adapted to be depressed by the vehicle, said member being operatively connected with said clutch to rotate the latter, one or more intercepters operated by said clutch when the latter is engaged and rotated, and one or more contact members on said vehicle adapted to engage and be actuated by said intercepters when the latter have been operated by said clutch.

4. An automatic safety control apparatus for railway vehicles and the like comprising, in combination, a signal wire, a clutch connected to said signal wire, a rocking bar adapted to be depressed by the vehicle, said rocking bar being operatively connected with said clutch'to-rotate the latter, one or more intercepters operated by said clutch, and one or more contact members on said vehicle adapted to engage andbe actuated by said intercepters when the latter have been operated by said clutch. V

5. An automatic safety control apparatus for railway vehicles and the like comprising, in combination, a normally engaged clutch,

a signal controlled clutch shifter for disen-- gaging said clutch, a member actuated by the vehicle, said member being operatively connected with one of the elements of said clutch to actuate the same, one or more intercepters connected with and operated by the other element of said clutch, and one or more contact members on said vehicle adapt ed to engage and be actuated by said intercepters when the latter have. been operated. 6. An automatic safet controlapparatus of the character described comprising, in combination, a railway vehicle or .the like, a signal, a clutch, means operatively connecting said signal and clutch for. controlling the latter whereby when said signal is in the elf position said clutch is disengaged and when said signal is in the on" or danger position said clutch is engaged, a member actuated by said vehicle, said .member being opeatively connected with one oi the elements of said clutch to actuate the same, a controlling device connected with and operated by the other element of said clutch, and apparatus on said vehicle adapted to cooperate with and be controlled by said controlling device when the latter has been'operated.

7. An automatic safety control apparatus for railway vehicles and the like comprising, in combination, a clutch, means for controlling the engagement of said clutch, a member actuated by the vehicle, said member being operatively connected with one of the elements of said clutch to actuate the same, an interceptor comprising a casing having a hinged cover and a cam for raising and lowering said cover, said cam being connected with and operated by the other element oi said clutch, and apparatus on said vehicle adapted to cooperate with and be controlled by said cover when the latter is raised. 7

8. An automatic safety control apparatus for railway vehiclesand the like comprising, in combination, a clutch, means for controlling the engagement of said clutch, a member actuated by the vehicle, said member being operatively connected with one of the elements of. said clutch to actuate the same,

an interccpter comprising a casing having a curved, yielding cover and a canrfor raising and lowering said cover, cam being connected with and operated by the other element of said clutch, and apparatus on said vehicle adapted to cooperate with and be controlled by said cover when the latter is raised.

9. An automatic safety control apparatus for railway vehicles and the like comprising, in combination, a clutch, n'ieans for controlline the engagement of said clutch, a. member actuated by the vehicle, said member being operatively connected with one of the elements or" said clutch to actuate the same, a controlling device connected with and operated by the other element of said clutch, a

depending pivoted contact member carried by the veliicl and adapted to engage and be actuated by said controlling device when the latter has been operated, mechanism on said vehicle controlled by said contact mem her, and lever connections between said contact member and said mechanism. 7

l0. An automatic safety control apparatus for railway vehicles and the like comprising, in combination, a clutch, means for controlling the engagement of said clutch, a member actuated by the vehicle, said member being operatively connected with one of.

u her bei the elements of said clutch to actuate the same, a controlling device connected with and operated by the other element of said clutch, a contact member carried by the vehicle and adapted to cngageandbe actuated by said controlling device when the latter has been operated, automatically open ative mechanism on said vehicle or stopping the same, a'trigger device for restraining said stopping mechanism and an opeative connection between saidcontact member and said trigger device for releasing the latter.

11. An automatic safety control appa ratus for railway vehicles and the like conipr in combination, aclutch, means for controlling the engagement of said clutch,

a. member actuated by the vehicle, said mem operatively connected with one of the elements of said clutch to actuate the same, a controlling device connected with and operated b the other ele nt of said clutch, a contact .u'ieinber carried J the vehicle and adapted to en -age and be actuated by said controlling dei. when the latter has been operated, automatically operative mechanism on said, vehicle for stopping the same, a trigger device for restraining said step ping mechanism, an operative connection between said contact member and said trigger device for rele; ing the latter, and means whereby aid stopping mechanism and trigger device may be reset after oper ation thereof.

An autoinatic safety control apparatus for railway vehicles and the like comprising, in combination, a clutch, means for controlling the engagei'nent of said clutch, a member actuated by the vehicle, said member being operatively connected with one oi the elements of said clutch to actuate the same, a controlling device connected with and operated by the other element of said clutch, a contact member carried by the vehicle and adapted to engage and be actuated by said controlling device when the latter has been operated, automatically ope ative mechanism on said vehicle for stopping the same, a trigger device for restraining said stopping mechanism, an operative connection between said contact member and said trigger device for releasing the latter, means whereby said stopping mechanism and trigger device may be reset after open ation thereof, and insane for recording each resetting operation.

in testimony whereof I have hereunto set my hand in presence of two siibscribing witnesses.

Josnrn Jenn DANIEL-s.

Witnesse NEVILLE E. BRooKEs, Ennns'r JOHN HILL. 

